Wheel body structure of magnetic suspension switching support and mechanical equipment thereof

Abstract

The utility model discloses a magnetic suspension switching supporting wheel body structure and mechanical equipment thereof, and solves the technical problem that an existing wheel body structure cannot conveniently control alternate supporting. The magnetic suspension wheel comprises a wheel body and a magnetic suspension system, the magnetic suspension system comprises a first magnetic suspension assembly and a second magnetic suspension assembly which are arranged in a matched mode, the first magnetic suspension assembly is connected with the supporting body through a connecting arm, and the second magnetic suspension assembly is arranged on the wheel body. The position relation of the second magnetic suspension assembly relative to the first magnetic suspension assembly is adjusted through the wheel body driving assembly so that the corresponding wheel bodies can be alternately supported. The utility model has the advantages that the wheel bodies can be conveniently adjusted to support alternately.

Description

Technical Field

[0001] The utility model relates to the technical field of suspended wheel bodies, in particular to a wheel body structure with magnetic suspension switching support and mechanical equipment thereof. Background Art

[0002] In recent years, as the contradiction between energy demand and environmental resources has become increasingly prominent, the emergence of new green and environmentally friendly transportation tools is urgently needed. Suspended cars have gradually entered the field of vision of relevant researchers due to their own suspension characteristics, energy saving and other advantages; suspended cars are also called magnetic levitation cars or maglev cars. They are a type of transportation tool that uses the principle of magnetism to achieve vehicle body suspension. Traditional maglev cars rely on magnetic levitation wheels, motors, and maglev lanes as power systems. When the magnetic levitation wheels rotate relative to the maglev lanes, induced current is generated. According to the principle of electromagnetic induction and Lenz's law, the induced magnetic field generated by the induced current and the original magnetic field generate an electromagnetic force to hinder this relative motion. In the normal direction, it manifests as a suspension force to suspend the vehicle, and in the tangential direction, it manifests as a driving force to enable the vehicle to move.

[0003] In this context, some scholars have proposed a variety of magnetic levitation vehicle driving schemes, such as the prior art CN202010644600.7. The suspension method of this scheme is electromagnetic suspension, which relies on the rotation of the magnetic levitation wheel body relative to the induction lane to generate a suspension force to suspend and control the vehicle body. This suspension scheme has the following shortcomings: First, the vehicle must be on the induction lane to achieve suspension driving, which will greatly increase the manufacturing cost of the magnetic levitation vehicle and limit the use scenario; second, after the speed of the front and rear wheel groups is adjusted, the vector superposition effect of the longitudinal force is used to achieve braking and driving (in the suspended state), which is difficult to control; third, the dynamic decoupling of the longitudinal, transverse and vertical directions is not achieved, and the maneuverability and stability of the vehicle are insufficient during the movement. The wheel body in this patent is only suspended by the permanent magnet installed on the wheel body and the induction rail installed on the track on the ground. The wheel bodies on both sides need to be suspended and driven at the same time, which is inconvenient for alternating support of the wheel body.

[0004] Based on the problems existing in the above-mentioned existing patents, the present invention provides a wheel body structure with magnetic suspension switching support to overcome the problems existing in the prior art. Utility Model Content

[0005] The technical problem to be solved by the utility model is that the existing wheel body structure cannot conveniently control the alternating support.

[0006] The utility model is achieved through the following technical solutions:

[0007] A wheel structure with magnetic suspension switching support, comprising:

[0008] Wheel body and magnetic levitation system;

[0009] The magnetic levitation system includes a first magnetic levitation component and a second magnetic levitation component that are arranged in conjunction with each other. The first magnetic levitation component is connected to the support body through a connecting arm, and the second magnetic levitation component is arranged on the wheel body. As the wheel body rotates, the positions of the first magnetic levitation component and the second magnetic levitation component can be relative or staggered. The position relationship of the second magnetic levitation component relative to the first magnetic levitation component is adjusted by the wheel body drive component to enable the corresponding wheel bodies to be alternately supported.

[0010] In the present invention, the alternating support state that needs to be explained is the load-bearing state: the wheel body is driven to rotate by the wheel body driving assembly, thereby driving the second magnetic levitation assembly to rotate with the wheel body. When the second magnetic levitation assembly and the first magnetic levitation assembly correspond to each other, they will interact to generate repulsive force. The repulsive force generated will act downward on the second magnetic levitation assembly, and then be transmitted to the wheel body. Therefore, this repulsive force will press the wheel body downward. At this time, the wheel body is in a load-bearing state and bears the gravity of the supporting body.

[0011] Alternating support: As the wheel drive assembly continues to drive the wheel body and the second magnetic levitation assembly to rotate, the second magnetic levitation assembly will gradually become dislocated after completely corresponding to the first magnetic levitation assembly until it is completely dislocated. After complete dislocation, there will be no repulsion between the first and second magnetic levitation assemblies. Therefore, at this time, the wheel body does not bear the weight of the supporting body. As the wheel drive assembly continues to rotate, based on the above working principle, the wheel body will achieve alternating support.

[0012] Furthermore, the second magnetic levitation assembly is provided on at least one side hub of the wheel body.

[0013] Furthermore, the first magnetic levitation component is arranged above the wheel body corresponding to the second magnetic levitation component.

[0014] In the present invention, it should be noted that when the second magnetic suspension assembly is provided on only one side of the wheel body, a counterweight is provided on the other side of the wheel body, so as to ensure the stability of the wheel body.

[0015] Preferably, in order to enhance the load-bearing capacity and make the wheel body more stable when bearing load, the second magnetic levitation components with the same structure can be set on the hubs on both sides of the wheel body, and the second magnetic levitation components on both sides of the same wheel body correspond to each other, and a corresponding first magnetic levitation component is also set above the two magnetic levitation components, and the two first magnetic levitation components are connected to the support body through a connecting arm.

[0016] Preferably, the inner arc surfaces of the first magnetic levitation component and the second magnetic levitation component face the center of the wheel body, and the first magnetic levitation component and the second magnetic levitation component are concentric, and at least one second magnetic levitation component is provided on one side of each wheel body.

[0017] In the utility model, it should be noted that the first magnetic levitation component and the second magnetic levitation component form a concentric arc structure. This arrangement ensures that the distance between the second magnetic levitation component and the first magnetic levitation component remains equal after they begin to overlap, so that the overlapping area generating the force is larger, the repulsive force generated is larger, the repulsive force changes more smoothly, and the stability of the wheel body is increased.

[0018] Preferably, both ends of the first magnetic levitation component are bent upward.

[0019] Preferably, the outer arc surface of the first magnetic levitation component faces the center of the wheel body, and the inner arc surface of the second magnetic levitation component faces the center of the wheel body; in this way, from the farthest position when the two are relative to each other to the closest position, the magnetic force gradually increases from small to maximum, achieving flexible changes and faster conversion between the load-bearing and track-laying states, which is more efficient and energy-saving.

[0020] It should be noted that the second magnetic levitation component can also be set as a planar structure or a structure of other shapes. Each wheel body is provided with at least one second magnetic levitation component, preferably one, and the repulsive force generated between the second magnetic levitation component and the first magnetic levitation component is preferably able to overcome the weight of the carrier.

[0021] Furthermore, the first magnetic levitation components of the different wheel bodies are all located at the same position of the wheel body, and the positions of the second magnetic levitation components are complementary, that is, when the positions of the first magnetic levitation component and the second magnetic levitation component of the first wheel body are staggered, the positions of the first magnetic levitation component and the second magnetic levitation component of the second wheel body correspond. In this way, when the first magnetic levitation component and the second magnetic levitation component of the load-bearing wheel body group correspond, the driving wheel body group can be driven without load-bearing.

[0022] Preferably, the second magnetic levitation component is a multi-arc structure, and the multi-arc structures of different groups of wheels are staggered, wherein the magnetic force generated between the second magnetic levitation component of each arc structure and the first magnetic levitation component can overcome the weight of the carrier.

[0023] Preferably, the second magnetic levitation component is composed of at least two convex arc segments and at least two concave arc segments, wherein each convex arc segment is connected with two adjacent concave arc segments to form a whole, and the convex arc segment and the first magnetic levitation component are designed to be concentric.

[0024] In the present invention, it should be noted that the convex arc segments and the concave arc segments form an alternating structure, and it should be noted that the connection between the concave arc segments and the convex arc segments has a smooth transition, so that the wheel body can be adjusted more smoothly under the load-bearing state.

[0025] Preferably, the concave arc segment is designed as follows: from the time when the concave arc segment is opposite to the first magnetic levitation component (that is, the distance between the two is closest) until the distance between the concave arc segment and the first magnetic levitation component is farthest, the suspension force between them gradually changes from maximum to minimum, and then the suspension force gradually increases from minimum, thereby realizing flexible switching of load bearing.

[0026] Preferably, the arc length of the first magnetic levitation component is smaller than the arc length of the convex arc segment.

[0027] Furthermore, each wheel body is connected to the support body via a vibration reduction support system, and the connecting arm is located above the second magnetic suspension assembly, the vibration reduction support system and the wheel body drive assembly.

[0028] Furthermore, the first magnetic levitation component and the second magnetic levitation component are designed to form a superconducting magnetic levitation system. When the first magnetic levitation component is a superconducting magnet, the second magnetic levitation component is a permanent magnet; when the first magnetic levitation component is a permanent magnet, the second magnetic levitation component is a superconducting magnet.

[0029] Preferably, the first magnetic suspension component and the second magnetic suspension component are both permanent magnets.

[0030] When it is used as a wheel, it needs to be installed on the vehicle base.

[0031] Furthermore, each wheel body is connected to the support body via a vibration reduction support system, and the connecting arm is located above the second magnetic suspension assembly, the vibration reduction support system and the wheel body drive assembly.

[0032] In the present invention, the vibration-damping support system includes a lower fork arm and a shock absorber, and the two ends of the lower fork arm and the shock absorber are respectively connected to the wheel body and the support body. The vibration-damping support system of the present invention can achieve a vibration-damping effect.

[0033] Furthermore, the wheel drive assembly is arranged inside the wheel body, and the wheel drive assembly adopts a hub motor or a wheel side motor.

[0034] In the present invention, it should be noted that a direct-drive hub motor drive system is provided inside the wheel body. The direct-drive hub motor drive system adopts an axial flux motor arranged inside the wheel body. The direct-drive hub motor directly connects the motor to the wheel body, omitting mechanical components such as the reducer, and the axial flux motor has the advantage of higher torque density.

[0035] The wheel structure is divided into two groups of wheel units, and the position correspondence between the first magnetic levitation component and the second magnetic levitation component of different wheel units is adjusted to adjust the different groups of wheel structures to different working states. That is, when one group of wheel components bears weight under the action of the magnetic levitation system, the other group of wheel components does not bear weight and operates under the drive of the wheel drive component. The two groups of wheel components bear weight and drive alternately, so that the carrying equipment is always driven and operated in a non-load-bearing state, realizing a low-energy consumption wheel body.

[0036] A mechanical device comprising the above-mentioned wheel structure, wherein the first magnetic suspension component is connected to the mechanical device via a connecting arm, and the wheel is correspondingly arranged below the first magnetic suspension component.

[0037] The wheel structure is used for transporting equipment.

[0038] In the present utility model, the load-bearing driving principle of the carrying equipment is as follows: load-bearing principle: when the wheel driving assembly (direct-drive hub motor) drives the wheel body to rotate, the second magnetic levitation assembly rotates with the wheel body. During this process, the second magnetic levitation assembly will coincide with the first magnetic levitation assembly provided on the connecting arm, and then a repulsive force is generated under the action of the first magnetic levitation assembly and the second magnetic levitation assembly to press the wheel body downward. At this time, the weight of the carrying equipment will be borne entirely by this group of wheels, that is, this group of wheels is in a load-bearing state.

[0039] Driving principle: When one set of wheels is bearing weight, the second magnetic levitation component and the first magnetic levitation component of the other set of wheels are in a misaligned state. Therefore, there will be no repulsion between the first and second magnetic levitation components to press the wheels downward. This set of wheels will not bear the weight of the carried equipment. During this process, the wheel drive assembly drives the wheels to rotate to achieve drive.

[0040] Driven continuously by the wheel drive assembly, the two sets of wheel assemblies will alternate between load-bearing and driving.

[0041] The utility model has the following advantages and beneficial effects:

[0042] 1. In the magnetic levitation wheel group structure of the present invention, each wheel is provided with a magnetic levitation system, and the magnets of the wheels of different wheel groups are installed alternately. At the same time, by designing the shapes of the first magnetic levitation component and the second magnetic levitation component, the wheels can be alternately supported.

[0043] 2. The magnetic suspension wheel assembly structure of the present invention has magnetic suspension systems on both sides of each wheel, so that the center of gravity of the wheel and the magnetic suspension effect are more balanced, and the load-bearing and driving operation of the vehicle are more stable.

[0044] 3. Each wheel of the present invention is independently controlled by a hub motor, and a direct-drive hub motor is used for driving and braking, so that each wheel can realize individually controlled vehicle driving and braking. The motor is directly embedded in the wheel body to drive the wheel body independently, resulting in more stable and reliable power output, simple transmission structure, fast response speed, and improved power system redundancy.

[0045] 4. The utility model designs a wheel body structure with a magnetic levitation switching support, which can control the magnetic levitation system of the two sets of wheels to control the two sets of wheel body components to alternate between load-bearing and driving, optimize the distribution of driving force on the wheel body, reduce driving energy consumption, and thus achieve the effect of saving energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The accompanying drawings described herein are used to provide a further understanding of the embodiments of the present invention, constitute a part of the present invention, and do not constitute a limitation of the embodiments of the present invention. In the accompanying drawings:

[0047] Figure 1 This is a schematic diagram of a wheel structure of the utility model;

[0048] Figure 2 This is a schematic diagram of another wheel structure of the utility model;

[0049] Figure 3 This is a schematic structural diagram of one embodiment of the present invention;

[0050] Figure 4 This is a schematic structural diagram of one embodiment of the present invention;

[0051] Figure 5 This is a schematic structural diagram of one embodiment of the present invention;

[0052] Figure 6 This is a schematic structural diagram of one embodiment of the present invention;

[0053] Figure 7 This is a schematic diagram of the connection between the utility model and the carrying equipment.

[0054] The names of the components in the accompanying drawings are as follows:

[0055] 1-wheel body; 2-first magnetic levitation assembly; 3-second magnetic levitation assembly, 301-convex arc segment, 302-concave arc segment; 4-connecting arm; 5-carrying equipment; 6-lower fork arm; 7-shock absorber. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with embodiments and drawings. The schematic implementation methods of the present invention and their descriptions are only used to explain the present invention and are not intended to limit the present invention. Example 1

[0057] like Figure 1-Figure 5 As shown, a wheel structure with magnetic suspension switching support includes:

[0058] Wheel body 1 and magnetic suspension system;

[0059] The magnetic levitation system includes a first magnetic levitation component 2 and a second magnetic levitation component 3 that are arranged in conjunction with each other. The first magnetic levitation component 2 is connected to the support body through a connecting arm 4, and the second magnetic levitation component 3 is arranged on the wheel body 1. The position relationship of the second magnetic levitation component 3 relative to the first magnetic levitation component 2 is adjusted by the wheel body drive component to enable the corresponding wheel body 1 to be alternately supported.

[0060] The second magnetic suspension component 3 is provided on at least one side hub of the wheel body 1 , and the first magnetic suspension component 2 is provided above the wheel body 1 corresponding to the second magnetic suspension component 3 .

[0061] like Figure 1 As shown, a second magnetic suspension component 3 is provided on one side of the wheel body 1 , and a counterweight is provided on the other side of the wheel body 1 at a position corresponding to the second magnetic suspension component 3 .

[0062] The inner arc surfaces of the first magnetic suspension component 2 and the second magnetic suspension component 3 face the center of the wheel body 1 , and the first magnetic suspension component 2 and the second magnetic suspension component 3 are cocentric.

[0063] The first magnetic levitation components 2 of the different groups of wheel bodies 1 are all located at the same position of the wheel body 1, and the positions of the second magnetic levitation components 3 are complementary. When the positions of the first magnetic levitation component 2 and the second magnetic levitation component 3 of the first wheel body 1 are staggered, the positions of the first magnetic levitation component 2 and the second magnetic levitation component 3 of the second group of wheel bodies 1 correspond, so that alternating support of different wheel body groups can be achieved.

[0064] The wheel driving assembly is arranged inside the wheel body 1, and the wheel body 1 driving assembly adopts a hub motor or a wheel side motor. Example 2

[0065] The difference between this embodiment and embodiment 1 is that: Figure 2As shown, the second magnetic levitation components 3 with the same structure are provided on the hubs on both sides of the wheel body 1, and the second magnetic levitation components 3 on both sides of the same wheel body 1 correspond to each other, and a corresponding first magnetic levitation component 2 is also provided above the two magnetic levitation components, and the two first magnetic levitation components 2 are connected to the support body through a connecting arm 4.

[0066] In this embodiment, the second magnetic suspension components 3 are provided on both sides to enhance the load-bearing capacity, making the wheel body 1 more stable when bearing load.

[0067] The remaining parts of this embodiment are consistent with those of embodiment 1 and will not be described again here. Example 3

[0068] The difference between this embodiment and embodiment 2 is that Figure 5 As shown, the outer arc surface of the first magnetic suspension component 2 faces the center of the wheel body 1, and the inner arc surface of the second magnetic suspension component 3 faces the center of the wheel body 1. Two second magnetic suspension components 3 are provided on each wheel body 1.

[0069] In this way, from the farthest position when the two are relative to each other to the closest position, the magnetic force gradually increases from small to maximum, achieving flexible changes and faster load alternation, which is more efficient and energy-saving.

[0070] The remaining parts of this embodiment are consistent with those of embodiment 2 and will not be described again here. Example 4

[0071] The difference between this embodiment and embodiment 2 is that: Figure 1 As shown, the second magnetic levitation component 3 is a multi-segment arc structure, and the multi-segment arc structures of different groups of wheel bodies 1 are staggered. Specifically in this embodiment, the second magnetic levitation component 3 adopts a two-segment setting, and the two ends are symmetrically arranged. It is preferred that the magnetic force generated between the second magnetic levitation component 3 of each arc structure and the first magnetic levitation component 2 can overcome the weight of the carrier.

[0072] The remaining parts of this embodiment are consistent with those of embodiment 2 and will not be described again here. Example 5

[0073] The difference between this embodiment and embodiment 2 is that Figure 3 As shown, the second magnetic levitation component 3 is composed of two convex arc segments 301 and two concave arc segments 302, wherein the convex arc segment 301 is connected with two adjacent concave arc segments 302 to form a whole, and the convex arc segment and the first magnetic levitation component 2 are designed to be concentric. It should be noted that the second magnetic levitation component 3 can also include multiple convex arc segments 301 and multiple concave arc segments 302.

[0074] In this embodiment, the two convex arc segments and the two concave arc segments form an elliptical structure, and it should be noted that the connection between the concave arc segment 302 and the convex arc segment 301 has a smooth transition, so that the wheel body 1 can switch more smoothly between the load-bearing and driving states.

[0075] The design of the concave arc segment is: from the time when the concave arc segment is opposite to the first magnetic levitation component 2 (that is, the distance between the two is the closest) until the distance between the concave arc segment and the first magnetic levitation component 2 is the farthest, the suspension force between them gradually changes from the maximum to zero, and conversely, the suspension force gradually increases from zero, thereby realizing flexible switching of load-bearing.

[0076] The remaining parts of this embodiment are consistent with those of embodiment 2 and will not be described again here. Example 6

[0077] The difference between this embodiment and embodiment 1 is that both ends of the first magnetic suspension component 2 are bent upward. Example 7

[0078] The difference between this embodiment and embodiment 5 is that: Figure 3-Figure 5 As shown, the arc length of the first magnetic suspension component 2 is smaller than the arc length of the convex arc segment 301 .

[0079] In this embodiment, when the convex arc segment 301 rotates to begin to contact the first magnetic levitation component 2, repulsion begins to be generated, and the repulsion reaches its maximum when it is completely overlapped. At this time, the convex arc continues to rotate until it is offset from the first magnetic levitation component 2, and the repulsion will remain stable for a certain distance to better bear the upper weight.

[0080] The remaining parts of this embodiment are consistent with those of embodiment 5 and will not be described again here. Example 8

[0081] The difference between this embodiment and embodiment 3 is that the first magnetic levitation component 2 and the second magnetic levitation component 3 are designed to form a superconducting magnetic levitation system, the first magnetic levitation component 2 is a superconducting magnet or a permanent magnet, and the second magnetic levitation component 3 is a permanent magnet or a superconducting magnet. Example 9

[0082] The difference between this embodiment and embodiment 3 is that both the first magnetic suspension component 2 and the second magnetic suspension component 3 are permanent magnets. Example 10

[0083] A mechanical device comprising a wheel structure as described in Examples 1-9, wherein the first magnetic levitation component 2 is connected to the mechanical device via a connecting arm 4, and the wheel 1 is correspondingly arranged below the first magnetic levitation component 2 and connected to the mechanical device. Example 11

[0084] The mechanical equipment includes transport equipment, such as Figure 7 As shown, each wheel body 1 is connected to the carrying equipment through a vibration reduction support system. The connecting arm 4 is located above the wheel body 1. The vibration reduction support system includes a lower fork arm 6 and a shock absorber 7. The two ends of the lower fork arm 6 and the shock absorber 7 are respectively connected to the wheel hub of the wheel body 1 and the support body. Figure 1 and Figure 2 shown.

[0085] The remaining parts of this embodiment are consistent with those of embodiment 7 and will not be described again here.

[0086] The specific implementation methods described above further illustrate the purpose, technical solutions and beneficial effects of the utility model in detail. It should be understood that the above description is only a specific implementation method of the utility model and is not intended to limit the scope of protection of the utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the utility model should be included in the scope of protection of the utility model.

Claims

1. A wheel structure with magnetic suspension switching support, characterized in that: include: Wheel body (1) and magnetic suspension system; The magnetic suspension system comprises a first magnetic suspension component (2) and a second magnetic suspension component (3) that cooperate to generate a repulsive force, wherein the first magnetic suspension component (2) is connected to a support body, and the second magnetic suspension component (3) is arranged on a wheel body (1). The positional relationship of the second magnetic suspension component (3) relative to the first magnetic suspension component (2) is adjusted by rotating the wheel body (1) so as to enable the corresponding wheel body (1) to be alternately supported.

2. The wheel structure with magnetic suspension switching support according to claim 1, characterized in that: The second magnetic suspension component (3) is provided on at least one side of the wheel body (1).

3. A wheel structure with magnetic suspension switching support according to claim 1 or 2, characterized in that: The inner arc surfaces of the first magnetic suspension component (2) and the second magnetic suspension component (3) are both oriented toward the center of the wheel body (1), and at least one second magnetic suspension component (3) is provided on each wheel body (1).

4. A wheel structure with magnetic suspension switching support according to claim 1 or 2, characterized in that: Both ends of the first magnetic suspension component (2) are bent upwards.

5. The wheel structure with magnetic suspension switching support according to claim 4, characterized in that: The outer arc surfaces of the first magnetic suspension components (2) are all oriented toward the center of the wheel body (1), and at least one second magnetic suspension component (3) is provided on each wheel body (1).

6. A wheel structure with magnetic suspension switching support according to claim 1 or 2, characterized in that: The second magnetic suspension component (3) is a multi-segment circular arc structure, and the multi-segment circular arc structures of different groups of wheel body components are arranged alternately.

7. The wheel structure with magnetic suspension switching support according to claim 1 or 2, characterized in that: The second magnetic suspension component (3) is composed of at least two convex arc segments (301) and at least two concave arc segments (302), wherein each convex arc segment (301) is connected to two adjacent concave arc segments (302) to form a whole.

8. The wheel structure with magnetic suspension switching support according to claim 1 or 2, characterized in that: The first magnetic suspension component (2) and the second magnetic suspension component (3) are designed to form a superconducting magnetic suspension system. When the first magnetic suspension component (2) is a superconducting magnet, the second magnetic suspension component (3) is a permanent magnet; when the first magnetic suspension component (2) is a permanent magnet, the second magnetic suspension component (3) is a superconducting magnet; or the first magnetic suspension component (2) and the second magnetic suspension component (3) are both permanent magnets.

9. A mechanical device comprising the wheel structure according to any one of claims 1 to 8, characterized in that: The first magnetic suspension component (2) is connected to the support body of the mechanical equipment via a connecting arm (4), and the wheel body (1) is correspondingly arranged below the first magnetic suspension component (2).

10. The mechanical device according to claim 9, characterized in that The mechanical equipment includes a carrying device (5).

Images